Intelligent automatic variable-speed electric driving system with central inner core and electric control clutch disc for electric motorcycle

Abstract

The utility model discloses an electric motorcycle middle-mounted inner core electric control clutch disc intelligent automatic speed change electric drive system which comprises a box body, a drive motor and a speed change system, a rotor is provided with an installation cavity penetrating along the central axis of the rotor, and the speed change system comprises a speed reduction mechanism, a power output mechanism, a first supporting shaft, a second supporting shaft and a frame clutch disc mechanism. The frame clutch disc mechanism can bear ultra-large torque and is good in abrasion resistance. In the full-autonomous power output process, the system outputs reasonable torque and rotating speed in a timely, synchronous and self-adaptive manner without stopping power along with the change of load / resistance, the system completes the tasks of power supply, transmission, distribution and output, and the use requirements of high efficiency and energy conservation in the whole process are met. And a driver can actively lift and shift gears according to own driving intention. The internal space of the motor is fully utilized, and the integration degree is high. The whole middle-mounted power assembly is formed, the universality is good, the expansibility of the power output mechanism is excellent, and the design requirements of platformization and modularization are met.

Description

Technical Field

[0001] The utility model relates to the technical field of electric drive systems, in particular to an intelligent automatic speed-changing electric drive system with a centrally mounted inner-core electronically controlled clutch plate for an electric motorcycle. Background Art

[0002] Compared with electric drive systems equipped with only a reduction gearbox, the one equipped with a gearbox has less power output loss, can provide higher drive torque in the constant torque range, and higher speed in the constant power range, and can also achieve high torque and high efficiency under low-speed and heavy-load conditions. Even better, the timing of the electric motor power burst can be selected to optimize and improve the power output efficiency of the drive motor, enhance sustained acceleration performance, and have a broader high-efficiency platform. It can fully meet the requirements of various complex working conditions such as vehicle acceleration, climbing, and high-speed driving, significantly improve power, economy, and comfort, and help reduce manufacturing and use costs, reduce battery capacity, lightweight and reduce volume, reduce vehicle weight, and many other advantages that are difficult to achieve with only a reduction gearbox.

[0003] As products upgrade, users' pursuit of performance, efficiency, and range increases, while their sensitivity to weight and cost decreases. The future development trend of electric motorcycle transmission systems is likely to be the use of variable-speed transmissions. Since 2013, the inventors of this application have designed a series of adaptive friction clutches for transmissions.

[0004] For example, a Chinese patent application (Application Number: CN2024106539461, Title: Embedded Taper Clutch Dual-Action Compact Adaptive Variable Speed ​​Electric Drive Assembly) discloses various speed change systems that utilize a tapered friction pair combined with preload control transmission. This system utilizes the motor's output power and driving resistance properties to adaptively select high or low speed gears based on load through a friction transmission component, an end cam clutch mechanism, and an overrunning clutch to change the transmission route. The outer surface of the friction transmission component is designed to be conical, and the inner ring of the friction ring is constructed with a tapered hole structure that matches the tapered surface. An elastic element at the right end of the friction transmission component pushes the friction transmission component into the tapered hole, achieving power engagement. The end cam at the left end of the friction transmission component, under load, pushes the friction transmission component out of the tapered hole, achieving power disengagement. In the end cam clutch mechanism described in this document, the components responsible for disengagement and engagement are composed of the friction transmission component and the elastic element. Moreover, the space inside the motor is fully utilized, and structures such as the inner cone sleeve and the outer cone sleeve are installed inside the rotor of the motor. The structure is extremely compact and highly integrated, which not only shortens the transmission route and increases the transmission efficiency, but also facilitates the overall layout.

[0005] For example, the clutch plate type transmission system disclosed in the Chinese invention application (application number: CN 2024110772878, name: Two-wheel wheel core drive clutch plate integrated adaptive automatic speed change electric drive system) also makes full use of the space inside the motor and installs the frame clutch plate mechanism inside the rotor of the motor.

[0006] However, the series of clutch-plate electric drive systems designed by the inventor team of this application do not have the function of active fast and slow gear switching. Therefore, it is impossible to realize the function of electronically controlled shifting based on the comparison of torque and speed with power targets. That is, the existing clutch-plate electric drive system can only adjust the fast and slow gear shifting logic through offline calibration, but cannot flexibly adjust the shifting logic online according to changes in the driver's driving mode orientation (for example: ECO mode, sports mode and snow mode, etc.), and the driver cannot actively shift up and down according to his own driving intentions.

[0007] Solving the above problems has become a top priority. Utility Model Content

[0008] In view of this, the utility model provides an intelligent automatic speed-changing electric drive system with a centrally mounted inner core electronically controlled clutch plate for an electric motorcycle.

[0009] The technical solution is as follows:

[0010] A first aspect of the present application relates to an intelligent automatic speed-changing electric drive system for an electric motorcycle with a centrally mounted inner core electronically controlled clutch plate, comprising a housing, a drive motor and a speed-changing system both mounted in the housing, the drive motor comprising a stator fixedly mounted on the inner wall of the housing and a rotor adapted to fit the stator, the rotor having a mounting cavity extending along its central axis, and characterized in that the speed-changing system comprises a reduction mechanism, a power output mechanism, a first support shaft and a second support shaft coaxially arranged along the central axis of the mounting cavity, and a frame clutch plate mechanism disposed on the first support shaft;

[0011] The frame clutch plate mechanism includes an outer clutch plate bracket synchronously rotatably mounted on the inner side of the rotor and an inner clutch plate bracket coaxially arranged on the circumferential inner side of the outer clutch plate bracket, a plurality of outer friction plates extending radially inwardly are axially slidably mounted on the outer clutch plate bracket, and a plurality of inner friction plates extending radially outwardly are axially slidably mounted on the inner clutch plate bracket, each inner friction plate and each outer friction plate are alternately arranged between a fixed pressure plate of the outer clutch plate bracket and a movable pressure plate of the inner clutch plate bracket;

[0012] The first support shaft and the second support shaft can not only rotate relative to each other, but also drive the inner clutch plate bracket to move axially synchronously with them. The reduction mechanism can reduce the transmission speed between the outer clutch plate bracket and the power output mechanism. The power output mechanism has a driving wheel located outside the casing. An electronically controlled shift mechanism is installed at one end of the first support shaft away from the second support shaft. The electronically controlled shift mechanism includes a shift motor fixedly installed in the casing, a transmission member rotatably installed in the casing, an active member synchronously rotatably sleeved on the motor shaft of the shift motor, and a sensor assembly for collecting the output power of the drive motor. The transmission member is sleeved on the first support shaft and together with the first support shaft constitutes a screw-nut motion pair;

[0013] The active member is a worm, the transmission member is a worm wheel, and the worm and worm wheel form a worm-wheel kinematic pair; or the active member is a driving gear, the transmission member is a driven gear, and the driving gear is meshed with the driven gear.

[0014] The above electric motorcycle centrally mounted inner core electronically controlled clutch intelligent automatic speed change electric drive system has the following beneficial effects:

[0015] 1. It can calculate the power information of the drive motor based on the information collected by the sensor component, and compare the power information with the same power target to draw a conclusion on whether active gear shifting is needed. The gear shift motor is then used to drive the first support shaft, the second support shaft and the inner tapered sleeve to move axially through the worm gear motion pair (or gear transmission pair) and the lead screw and nut motion pair, thereby not only realizing active gear shifting efficiently, but also making the electronic control algorithm extremely simple; the system is fully autonomous in the process of outputting power, and in a timely and synchronous adaptive manner with changes in load / resistance during the power output process, outputting reasonable torque and speed (power target) without interruption. The system completes the tasks of power supply, transmission, distribution and output, and meets the requirements of efficient and energy-saving use throughout the process.

[0016] 2. The driver can actively shift gears according to his or her driving intentions, which improves the driver's controllability and driving pleasure of the vehicle.

[0017] 3. During the active gear shifting process, the frame clutch plate mechanism can serve as an excellent vibration absorption mechanism, effectively absorbing the gear shifting impact, making the gear shifting process extremely smooth. In addition, the frame clutch plate mechanism can withstand ultra-large torque, and at the same time has good wear resistance and durability.

[0018] 4. The transmission system can adjust the speed and torque of the drive motor so that it operates in the optimal efficiency area under different vehicle speed and load conditions, thereby improving the performance and efficiency of the motor; through reasonable gear ratio selection, the transmission can keep the motor at a lower speed when driving at high speed, reduce energy consumption, and thus extend the range of the electric vehicle; the transmission can provide different gear options, so that the electric vehicle can obtain greater torque output when accelerating and climbing, and improve power performance; the driver can choose the appropriate gear according to different road conditions and driving styles to achieve a more flexible driving experience; the use of a transmission can reduce the power and torque requirements for the motor, thereby reducing the size and cost of the motor; the existence of the transmission can better match the motor and other components, improve the efficiency of the entire electric drive system, and reduce energy loss; some electric vehicles may need to operate under different working conditions, such as urban roads, highways, mountainous areas, etc., and the transmission can help the vehicle better adapt to these different working conditions.

[0019] 5. The space inside the motor is fully utilized, and the inner cone sleeve and outer cone sleeve and other structures are installed inside the rotor of the motor. The structure is extremely compact and highly integrated. Not only is the transmission route short and the transmission efficiency high, but it is also conducive to the overall layout.

[0020] 6. The overall structure of the mid-mounted powertrain can be flexibly installed on the motorcycle frame, with good versatility. The power output mechanism has excellent scalability and can be flexibly expanded into various functional modules according to actual needs to meet the platform and modular design requirements. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 This is a structural diagram of Example 1 of an intelligent automatic speed-changing electric drive system for an electric motorcycle with a centrally mounted inner core electronically controlled clutch plate;

[0022] Figure 2 This is a structural diagram of Example 2 of an intelligent automatic speed-changing electric drive system for an electric motorcycle with a centrally mounted inner core electronically controlled clutch plate;

[0023] Figure 3 This is a structural diagram of Example 3 of an intelligent automatic speed-changing electric drive system for an electric motorcycle with a centrally mounted inner core electronically controlled clutch plate;

[0024] Figure 4 This is a structural diagram of Example 4 of an intelligent automatic speed-changing electric drive system for an electric motorcycle with a centrally mounted inner core electronically controlled clutch plate;

[0025] Figure 5 Schematic diagram of the coordination between the drive motor and the frame clutch mechanism;

[0026] Figure 6 It is a structural schematic diagram of the inner clutch plate bracket;

[0027] Figure 7 is a cross-sectional view of the hollow bracket;

[0028] Figure 8 Schematic diagram of the structure of the hollow bracket;

[0029] Figure 9 Schematic diagram of the structure of the outer friction plate;

[0030] Figure 10 Schematic diagram of the structure of the inner friction plate;

[0031] Figure 11 Schematic diagram of the structure of the outer elastic ring;

[0032] Figure 12 Schematic diagram of the structure of the inner elastic ring. DETAILED DESCRIPTION

[0033] The present invention will be further described below with reference to the embodiments and accompanying drawings.

[0034] Example 1:

[0035] like Figure 1 as well as Figure 5-Figure 12 As shown, an electric motorcycle centrally mounted inner core electronically controlled clutch plate intelligent automatic transmission electric drive system mainly includes a housing 1 and a drive motor and transmission system both mounted in the housing 1. The drive motor and transmission system are both mounted in the same housing 1, making the overall structure more reliable and the overall dimensions more compact.

[0036] The drive motor includes a stator 73 fixedly mounted on the inner wall of the housing 1 and a rotor 72 adapted to fit the stator 73. The stator 73 surrounds the rotor 72, and when the drive motor is energized, the rotor 72 rotates. Furthermore, the rotor 72 has a mounting cavity 71 extending along its central axis. This cavity 71 is used to mount some components of the transmission system, thereby fully utilizing the space within the motor, achieving a more compact structure, and achieving a higher degree of integration.

[0037] The transmission system includes a reduction mechanism 2, a power output mechanism 9, a first support shaft 3 and a second support shaft 4 coaxially arranged along the central axis of the mounting cavity 71, and a frame clutch plate mechanism provided on the first support shaft 3. The ends of the first support shaft 3 and the second support shaft 4 that are close to each other are both located within the mounting cavity 71, and the ends of the first support shaft 3 and the second support shaft 4 that are away from each other are both located outside the mounting cavity 71.

[0038] The frame clutch plate mechanism includes an outer clutch plate bracket 5a that is synchronously rotatably mounted on the inner side of the rotor 72, and an inner clutch plate bracket 5b coaxially disposed circumferentially inward of the outer clutch plate bracket 5a. The first support shaft 3 and the second support shaft 4 are both capable of relative rotation and of driving the inner clutch plate bracket 5b to move axially in tandem with them. The reduction mechanism 2 is capable of reducing transmission between the outer clutch plate bracket 5a and the power output mechanism 9. Furthermore, a plurality of radially inwardly extending outer friction plates 5p are axially slidably mounted on the outer clutch plate bracket 5a, while a plurality of radially outwardly extending inner friction plates 5o are axially slidably mounted on the inner clutch plate bracket 5b. The inner friction plates 5o and the outer friction plates 5p are alternately disposed between a fixed pressure plate 5a1 of the outer clutch plate bracket 5a and a movable pressure plate 5b1 of the inner clutch plate bracket 5b. Therefore, the rotor 72 drives the outer clutch plate bracket 5 a to rotate, and the outer clutch plate bracket 5 a can transmit power to the inner clutch plate bracket 5 b and transmit power to the power output mechanism 9 through the reduction mechanism 2 .

[0039] Among them, the reduction mechanism 2 includes a reduction shaft 2a parallel to the second support shaft 4, a first-stage reduction driven gear 2b synchronously rotated on the reduction shaft 2a, and an overrunning clutch 2c mounted on the reduction shaft 2a. The rotor 72 is fixedly mounted on the outer peripheral surface of the outer clutch plate bracket 5a. The outer clutch plate bracket 5a is fixedly connected to a fixed pressure plate 5a1 at one end close to the first-stage reduction driven gear 2b. The fixed pressure plate 5a1 is synchronously rotated with a first-stage reduction driving tooth 5a2 meshing with the first-stage reduction driven gear 2b. The outer ring of the overrunning clutch 2c has a reduction output tooth 2c1 that transmits power to the power output mechanism 9.

[0040] Therefore, the rotor 72 drives the outer clutch plate bracket 5a to rotate synchronously with it, and the outer clutch plate bracket 5a drives the first-stage deceleration driven gear 2b to rotate through the first-stage deceleration driving tooth 5a2, and the first-stage deceleration driven gear 2b drives the deceleration shaft 2a to rotate synchronously with it; when the overrunning clutch 2c is in the engaged state, the deceleration shaft 2a rotates toward the power output mechanism 9 through the overrunning clutch 2c; when the overrunning clutch 2c is in the overrunning state, the power is interrupted, and the deceleration shaft 2a cannot rotate toward the power output mechanism 9 through the overrunning clutch 2c.

[0041] The power output mechanism 9 has a driving wheel 9a located outside the box body 1. The driving wheel 9a can be a sprocket, a pulley, a gear, etc., which can be selected according to actual needs.

[0042] Specifically, the power output mechanism 9 includes a power input gear 9b that is synchronously rotated on the second support shaft 4 and meshes with the reduction output gears 2c1. A drive wheel 9a is synchronously rotated on the portion of the second support shaft 4 that is located outside the housing 1. Both the drive wheel 9a and the power input gear 9b are splined to the second support shaft 4, providing a simple and reliable design. The reduction output gears 2c1 rotate the power input gear 9b, which in turn rotates the second support shaft 4 synchronously with it. The second support shaft 4 then drives the drive wheel 9a in synchronous rotation with it.

[0043] An electronically controlled shift mechanism 10 is installed at one end of the first support shaft 3 away from the second support shaft 4. The electronically controlled shift mechanism 10 includes a shift motor 10a fixedly installed in the housing 1, a transmission member 10b rotatably installed in the housing 1, an active member 10c synchronously rotatably mounted on the motor shaft of the shift motor 10a, and a sensor assembly for collecting the output power of the drive motor. The transmission member 10b is mounted on the first support shaft 3 and together with the first support shaft 3 constitutes a screw-nut motion pair.

[0044] In this embodiment, the active member 10c and the driven member 10b have the following two implementation modes:

[0045] Implementation 1 of the active member 10c and the driven member 10b: The active member 10c is a worm, and the driven member 10b is a worm wheel. Therefore, the active member 10c and the driven member 10b constitute a worm-wheel kinematic pair.

[0046] Implementation 2 of the driving member 10c and the driven member 10b: Implementation 1 of the driving member 10c and the driven member 10b: The driving member 10c is a driving gear, and the driven member 10b is a driven gear. Therefore, the driving member 10c and the driven member 10b are meshed. It should be noted that the driving gear and the driven gear can both be cylindrical gears or bevel gears.

[0047] Therefore, the axial movement of the first support shaft 3 drives the second support shaft 4 and the inner tapered sleeve 5b to move axially synchronously therewith, thereby controlling the frictional engagement between the inner and outer friction plates 5o and 5p of the inner clutch plate support 5b and the outer clutch plate support 5a, thereby achieving high- and low-speed shifting control. Specifically, when the movable pressure plate 5b1 of the inner clutch plate support 5b and the fixed pressure plate 5a1 of the outer clutch plate support 5a compress the inner and outer friction plates 5o and 5p, the outer clutch plate support 5a can transmit power to the inner clutch plate support 5b through the inner and outer friction plates 5o and 5p. When the movable pressure plate 5b1 of the inner clutch plate support 5b and the fixed pressure plate 5a1 of the outer clutch plate support 5a release the inner and outer friction plates 5o and 5p, the outer clutch plate support 5a cannot transmit power to the inner clutch plate support 5b through the inner and outer friction plates 5o and 5p.

[0048] The outer clutch plate bracket 5a is fixedly connected to one end of the electronically controlled shift mechanism 10 with a sensor bracket 5a3 that rotates synchronously therewith. The outer circumferences of the sensor bracket 5a3 and the fixed pressure plate 5a1 are both rotatably supported on the housing 1 through bearings, and the inner circumferences of the sensor bracket 5a3 and the fixed pressure plate 5a1 are rotatably supported on the first support shaft 3 and the second support shaft 4 through bearings.

[0049] The sensor assembly includes a torque sensor 10e mounted on the sensor bracket 5a3, permanent magnets 10d evenly distributed along the circumference of the sensor bracket 5a3, and a Hall effect sensor 10f mounted in the housing 1. The Hall effect sensors 10f are compatible with each permanent magnet 10d. The Hall effect sensor 10f detects each permanent magnet 10d, accurately acquiring real-time speed information. The torque sensor 10e measures real-time torque information. The speed and torque information are then multiplied together to obtain real-time power. When the real-time power is less than the set power target range, the system actively shifts from high to low gear. When the real-time power is greater than the set power target range, the system actively shifts from low to high gear. The multiplication of the torque measured by the sensor assembly and the speed represents the real-time power of the electric drive system. The power information is then compared with the power target to determine whether active gear shifting is necessary. This not only enables efficient active gear shifting, but also simplifies the electronic control algorithm.

[0050] Furthermore, the torque sensor 10e is mounted on the first support shaft 3, one end of the torque sensor 10e is supported on the adjacent end face of the sensor bracket 5a3, and the other end is supported on the adjacent end face of the follower 10b through the second end face bearing 10g, which can not only accurately measure the torque information but also avoid the problem of twisting.

[0051] Furthermore, a disc spring mounting bearing 5c ​​is interference-fitted between the sensor bracket 5a3 and the first support shaft 3. A disc spring assembly 5d is mounted on the first support shaft 3. One end of this disc spring assembly 5d is elastically supported on the inner clutch plate bracket 5b, and the other end is elastically supported on the disc spring mounting bearing 5c. Therefore, during active shifting, the tapered clutch mechanism acts as an excellent vibration absorber, effectively absorbing shift shock and ensuring an extremely smooth shifting process.

[0052] In this embodiment, the inner clutch plate bracket 5b is fixedly mounted with a transfer synchronization ring 5q corresponding to each inner friction plate 5o, and each transfer synchronization ring 5q is located on the side of the corresponding inner friction plate 5o away from the movable pressure plate 5b1. The outer friction plate 5p and the inner friction plate 5o between two adjacent transfer synchronization rings 5q constitute a clutch unit. The outer clutch plate bracket 5a is axially slidably mounted with an outer elastic ring 5r corresponding to each outer friction plate 5p, and each outer elastic ring 5r is located on the side of the corresponding outer friction plate 5p close to the fixed pressure plate 5b1. On one side of the plate 5a1, and located circumferentially outward of the corresponding inner friction plate 5o, a sliding gap d is provided between the outer friction plate 5p, furthest from the fixed pressure plate 5a1, and the outer clutch plate holder 5a. This not only provides ample space for the outer and inner friction plates 5p, 5o to separate, but also allows engine oil to flow smoothly, continuously lubricating the friction material layers of the outer and inner friction plates 5p, 5o. This provides excellent vibration absorption during engagement and disengagement, reducing vibration and improving the smoothness of the engagement and disengagement process. Furthermore, between adjacent inner friction plates 5o, inner elastic rings 5s are provided, capable of sliding axially along the inner clutch plate holder 5b. Each inner elastic ring 5s is located circumferentially inward of its corresponding outer friction plate 5p.

[0053] When the movable pressure plate 5b1 approaches the fixed pressure plate 5a1, it compresses the outer friction plates 5p and inner friction plates 5o, causing the outer elastic rings 5r and inner elastic rings 5s to deform under pressure. Simultaneously, each inner friction plate 5o abuts against its corresponding inner elastic ring 5s. At this point, power can be transmitted between the outer clutch plate bracket 5a and the inner clutch plate bracket 5b, creating a coupled state. With this design, when the movable pressure plate 5b1 moves away from the fixed pressure plate 5a1, each inner friction plate 5o simultaneously drives its corresponding inner elastic ring 5s to push against each inner friction plate 5o, causing each inner friction plate 5o to activate simultaneously. This, combined with the action of the outer elastic rings 5r and inner elastic rings 5s, allows the inner friction plates 5o and outer friction plates 5p to separate synchronously. That is: when the movable pressure plate 5b1 moves away from the fixed pressure plate 5a1, each transfer synchronous retaining ring 5q can drive the corresponding inner friction plate 5o to move away from the fixed pressure plate 5a1, and at the same time, each outer elastic ring 5r bounces off each outer friction plate 5p, and each inner friction plate 5o bounces off each inner friction plate 5o, so that gaps appear synchronously between each outer elastic ring 5r and each inner elastic ring 5s, and there will be no situation where there is semi-friction due to adhesion between any adjacent outer friction plates 5p and inner friction plates 5o. Not only does it make the wear conditions of all inner friction plates 5o and outer friction plates 5p consistent, greatly reducing sliding loss, overcoming the defects of traditional friction clutches, thereby greatly improving the wear resistance, stability and reliability of the friction clutch, and increasing the service life and maintenance cycle of the clutch, but it can also effectively reduce separation vibration and improve smoothness during separation. At this time, power is no longer transmitted between the outer clutch plate bracket 5a and the inner clutch plate bracket 5b, and they are in a disconnected state.

[0054] Furthermore, the outer friction plate 5p and the inner friction plate 5o are both made of polyurethane, which has good wear resistance and stability.

[0055] The inner clutch plate bracket 5b also includes a clutch plate mounting sleeve 5b2, and the movable pressure plate 5b1 is fixedly mounted on the end of the clutch plate mounting sleeve 5b2 away from the fixed pressure plate 5a1. The movable pressure plate 5b1 extends radially outward along the clutch plate mounting sleeve 5b2. The outer peripheral surface of the clutch plate mounting sleeve 5b2 is processed with multiple external splines 5b21 evenly distributed along its circumference. The inner edges of the inner friction plates 5o have spline grooves 5o1 that match the splines of each external spline 5b21, so that the inner friction plates 5o can reliably move axially along the clutch plate mounting sleeve 5b2. At the same time, the inner elastic rings 5s can be axially slidably mounted on each external spline 5b21.

[0056] Each of the splitter synchronizer rings 5q is an annular steel wire ring. The external splines 5b21 are recessed with steel wire positioning grooves 5b22 that mate with each wire. The width of the steel wire positioning grooves 5b22 is smaller than that of the inner elastic ring 5s, thereby preventing the inner elastic ring 5s from slipping and causing stagnation during separation. Furthermore, the steel wire positioning grooves 5b22 are evenly distributed along the axial direction of the clutch plate mounting sleeve 5b2. Each steel wire ring is mounted in its corresponding steel wire positioning groove 5b22, and the outer edge of each steel wire ring is no higher than the notch of the corresponding steel wire positioning groove 5b22, thereby preventing the steel wire ring from interfering with the movement of the inner elastic ring 5s. The steel wire rings may have a gap that is welded closed after being inserted into the steel wire positioning groove 5b22, or they may be left open.

[0057] The outer clutch plate bracket 5a also includes a hollow bracket 5a4, which is mounted circumferentially inward of the rotor 72. A stationary pressure plate 5a1 and a sensor bracket 5a3 are positioned opposite each other at either end of the bracket. The stationary pressure plate 5a1, sensor bracket 5a3, and hollow bracket 5a4 are fastened together by at least three circumferentially distributed long bolts 5a5, forming a frame structure. This frame structure, with its numerous gaps, not only ensures secure mounting of the outer friction plate 5p but also allows for smooth flow of engine oil, continuously lubricating the friction material layers of the outer and inner friction plates 5p, 5o. This provides excellent vibration absorption during engagement and disengagement, reducing vibration and improving the smoothness of the disengagement and engagement process.

[0058] Specifically, the hollow bracket 5a4 includes a support ring 5a41 in a circular structure and at least three extension plates 5a42 evenly distributed along the circumferential direction. The extension plates 5a42 each include a main body 5a421 extending axially toward the fixed pressure plate 5a1 and a flange portion 5a422 extending radially outward from one end of the main body 5a421 away from the support ring 5a41. The outer surface of the main body 5a421 abuts the inner surface of the rotor 72. The side surface of the fixed pressure plate 5a1 close to the sensor bracket 5a3 and the adjacent end face of the rotor 72 clamp the flange portion 5a422 from both sides and are locked by the corresponding long bolts 5a5, thereby ensuring the reliable installation of the outer clutch plate bracket 5a.

[0059] At the same time, spline guide slots 5a423 extending axially are formed between adjacent main body portions 5a421, and the outer edge of the outer friction plate 5p protrudes to form friction plate outer splines 5p1 corresponding to each spline guide slot 5a423, and each friction plate outer spline 5p1 can be axially slidably embedded in the corresponding spline guide slot 5a423, and the outer edge of each outer elastic ring 5r protrudes to form elastic ring outer splines 5r1 corresponding to each spline guide slot 5a423, and each elastic ring outer spline 5r1 can be axially slidably embedded in the corresponding spline guide slot 5a423, so that the outer friction plate 5p and the outer elastic ring 5r can stably and reliably slide axially along the hollow bracket 5a4.

[0060] The inner circumferential surface of the clutch plate mounting sleeve 5b2 is provided with an inner sleeve pressure plate 5b3 extending radially inward, and the end of the first support shaft 3 close to the second support shaft 4 is provided with a shaft pressure plate 3a extending radially outward. The adjacent end faces of the first support shaft 3 and the second support shaft 4 are supported on both sides of the same first end face bearing 7. After the inner sleeve pressure plate 5b3 and the shaft pressure plate 3a are tightened by bolts 8, the adjacent end faces of the first support shaft 3 and the second support shaft 4 are pressed against the first end face bearing 7 from both sides, so that the first support shaft 3 and the second support shaft 4 can both reliably move axially synchronously and reliably rotate independently.

[0061] In this embodiment, both sides of the outer friction plate 5p have a smooth surface, while both sides of the inner friction plate 5o have an inner friction material layer 5o2. The outer surface of the inner friction material layer 5o2 is recessed to form a grid-like inner oil passage 5o3. This design allows lubricating oil to flow efficiently through the inner oil passage 5o3, distributing it more evenly across the outer friction plate 5p and inner friction material layer 5o2. This cooling, friction reduction, and cleaning effects are achieved, while also balancing the air pressure between the outer friction plate 5p and inner friction plate 5o, achieving better vibration absorption and damping, and enhancing smoothness during separation and engagement.

[0062] Furthermore, the inner plate oil circuit 5o3 includes at least one circle of coaxially arranged inner plate annular oil channels 5o31, and both sides of each inner plate annular oil channel 5o31 are provided with a plurality of inner plate branch oil channels 5o32 evenly distributed along the circumference of the inner friction plate 5o, and each inner plate branch oil channel 5o32 extends along the radial direction of the inner friction plate 5o. Through the structural design of the above-mentioned inner plate oil circuit 5o3, the uniformity of the lubricating oil on the outer friction plate 5p and the inner plate friction material layer 5o2 is further improved, thereby further improving the cooling, friction reduction and cleaning effects of the outer friction plate 5p and the inner plate friction material layer 5o2, and further improving the vibration absorption and shock absorption effects.

[0063] The fast gear power transmission route of this embodiment (rotor 72 rotates forward, outer clutch plate bracket 5a and inner clutch plate bracket 5b press each outer friction plate 5p and each inner friction plate 5o):

[0064] Rotor 72 → outer clutch plate holder 5a → each outer friction plate 5p and each inner friction plate 5o → inner clutch plate holder 5b → second support shaft 4 → drive wheel 9a.

[0065] At this time, the outer ring of the overrunning clutch 2c overtakes the inner ring, and the shift motor 10a controls the inner cone sleeve 5b to separate from the outer cone sleeve 5a, directly switching to the low speed gear. The power is transmitted through the following route, namely the slow gear power transmission route (the rotor 72 rotates forward, the outer clutch plate bracket 5a and the inner clutch plate bracket 5b release the outer friction plates 5p and the inner friction plates 5o):

[0066] Rotor 72 → outer clutch plate bracket 5a → first-stage reduction driven gear 2b → reduction shaft 2a → overrunning clutch 2c → power input gear 9b → second support shaft 4 → driving wheel 9a.

[0067] Example 2:

[0068] See Figure 2 The main structure of this embodiment is exactly the same as that of embodiment 1, with the difference that the power output mechanism 9 includes an inner sleeve transmission cam sleeve 9c and a double-end cam sleeve 9d, both of which are rotatably mounted on the second support shaft 4, and a power input gear 9b rotatably mounted on the double-end cam sleeve 9d. The inner sleeve transmission cam sleeve 9c is fixedly connected to the inner clutch plate bracket 5b. The second support shaft 4 is away from the first support shaft 3. The end thereof passes through the box body 1 and is mounted with a drive wheel 9a that can rotate relative to it. The double-end cam sleeve 9d is located between the drive wheel 9a and the inner sleeve transmission cam sleeve 9c. The double-end cam sleeve 9d and the adjacent end faces of the drive wheel 9a and the inner sleeve transmission cam sleeve 9c form an end face cam pair. The power input gear 9b and the adjacent end faces of the inner sleeve transmission cam sleeve 9c form an end face cam pair. The power input gear 9b is engaged with the reduction output tooth 2c1.

[0069] Among them, the end face of the inner sleeve transmission cam sleeve 9c close to the double-end cam sleeve 9d and the power input gear 9b has a first cam surface, the end face of the power input gear 9b close to the inner sleeve transmission cam sleeve 9c has a second cam surface adapted to the first cam surface, and the end face of the double-end cam sleeve 9d close to the inner sleeve transmission cam sleeve 9c has a third cam surface adapted to the first cam surface, that is: the second cam surface and the third cam surface both constitute an end face cam pair with the first cam surface.

[0070] Correspondingly, the end face of the double-end cam sleeve 9d away from the inner sleeve transmission cam sleeve 9c has a fourth cam surface, and the end face of the driving wheel 9a close to the double-end cam sleeve 9d has a fifth cam surface adapted to the fourth cam surface, that is, the fourth cam surface and the fifth cam surface constitute an end face cam pair.

[0071] The above structure ensures that the first support shaft 3 and the second support shaft 4 can be driven stably and reliably while moving axially.

[0072] In this embodiment, the inner circumferential surface of the clutch plate mounting sleeve 5b2 is provided with an inner sleeve pressure plate 5b3 extending radially inward, and the end of the inner sleeve transmission cam sleeve 9c close to the second support shaft 4 is provided with a transmission sleeve pressure plate 9c1 extending radially outward. The adjacent end faces of the first support shaft 3 and the second support shaft 4 are supported on both sides of the same end face bearing 7. After the inner sleeve pressure plate 5b3 and the transmission sleeve pressure plate 9c1 are tightened by bolts 8, the adjacent end faces of the first support shaft 3 and the second support shaft 4 are pressed against the end face bearing 7 from both sides, so that the first support shaft 3 and the second support shaft 4 can both reliably move axially synchronously and reliably rotate independently.

[0073] The fast gear power transmission route of this embodiment (rotor 72 rotates forward, outer clutch plate bracket 5a and inner clutch plate bracket 5b press each outer friction plate 5p and each inner friction plate 5o):

[0074] Rotor 72 → outer clutch plate bracket 5a → each outer friction plate 5p and each inner friction plate 5o → inner clutch plate bracket 5b → inner sleeve transmission cam sleeve 9c → double end surface cam sleeve 9d → drive wheel 9a.

[0075] At this time, the outer ring of the overrunning clutch 2c overtakes the inner ring, and the shift motor 10a controls the inner cone sleeve 5b to separate from the outer cone sleeve 5a, directly switching to the low speed gear. The power is transmitted through the following route, namely the slow gear power transmission route (the rotor 72 rotates forward, the outer clutch plate bracket 5a and the inner clutch plate bracket 5b release the outer friction plates 5p and the inner friction plates 5o):

[0076] Rotor 72 → outer clutch plate bracket 5a → first-stage reduction driven gear 2b → reduction shaft 2a → overrunning clutch 2c → power input gear 9b → inner sleeve transmission cam sleeve 9c → double end face cam sleeve 9d → driving wheel 9a.

[0077] Example 3:

[0078] See Figure 3 The main structure of this embodiment is exactly the same as that of embodiment 2, the difference being that the transmission path is slightly different.

[0079] The power output mechanism 9 includes an inner sleeve transmission cam sleeve 9c, a double-end cam sleeve 9d and an output secondary driving gear 9e, all of which are rotatably mounted on the second support shaft 4, a power input gear 9b rotatably mounted on the double-end cam sleeve 9d, an output shaft 9f parallel to the second support shaft 4, and an output secondary driven gear 9h that rotates synchronously with the output shaft 9f. The inner sleeve transmission cam sleeve 9c is fixedly connected to the inner clutch plate bracket 5b, and the output shaft 9f is fitted with a drive wheel 9a on one end away from the output secondary driven gear 9h after passing through the box body 1. The double-end cam sleeve 9d is located between the output secondary driving gear 9e and the inner sleeve transmission cam sleeve 9c, and forms an end face cam pair with the adjacent end faces of the output secondary driving gear 9e and the inner sleeve transmission cam sleeve 9c. The power input gear 9b and the adjacent end faces of the inner sleeve transmission cam sleeve 9c form an end face cam pair and mesh with the reduction output tooth 2c1. The output secondary driving gear 9e is meshed with the output secondary driven gear 9h.

[0080] The fast gear power transmission route of this embodiment (rotor 72 rotates forward, outer clutch plate bracket 5a and inner clutch plate bracket 5b press each outer friction plate 5p and each inner friction plate 5o):

[0081] Rotor 72 → outer clutch plate bracket 5a → outer friction plates 5p and inner friction plates 5o → inner clutch plate bracket 5b → inner transmission cam sleeve 9c → double end face cam sleeve 9d → output secondary driving gear 9e → output secondary driven gear 9h → output shaft 9f → drive wheel 9a.

[0082] At this time, the outer ring of the overrunning clutch 2c overtakes the inner ring, and the shift motor 10a controls the inner cone sleeve 5b to separate from the outer cone sleeve 5a, directly switching to the low speed gear. The power is transmitted through the following route, namely the slow gear power transmission route (the rotor 72 rotates forward, the outer clutch plate bracket 5a and the inner clutch plate bracket 5b release the outer friction plates 5p and the inner friction plates 5o):

[0083] Rotor 72 → external clutch plate bracket 5a → first-stage deceleration driven gear 2b → deceleration shaft 2a → overrunning clutch 2c → power input gear 9b → inner sleeve transmission cam sleeve 9c → double-end face cam sleeve 9d → output second-stage driving gear 9e → output second-stage driven gear 9h → output shaft 9f → drive wheel 9a.

[0084] Example 4:

[0085] See Figure 4 The main structure of this embodiment is exactly the same as that of embodiment 2, the difference being that the transmission path is slightly different.

[0086] The power output mechanism 9 includes an inner sleeve transmission cam sleeve 9c, a double-end cam sleeve 9d and an output secondary driving gear 9e, which are all rotatably mounted on the second support shaft 4, a power input gear 9b rotatably mounted on the double-end cam sleeve 9d, an output shaft 9f and an intermediate shaft 9j, both of which are parallel to the second support shaft 4, an output secondary driven gear 9h and an output tertiary driving gear 9i, and an output tertiary driven gear 9k that rotates synchronously with the output shaft 9f. The inner sleeve transmission cam sleeve 9c is fixedly connected to the inner clutch plate bracket 5b, and the output shaft 9f is away from the output One end of the three-stage driven gear 9k passes through the box body 1 and is synchronously rotated with the driving wheel 9a. The double-end face cam sleeve 9d is located between the output two-stage driving gear 9e and the inner sleeve transmission cam sleeve 9c, and forms an end face cam pair with the adjacent end faces of the output two-stage driving gear 9e and the inner sleeve transmission cam sleeve 9c. The power input gear 9b and the adjacent end faces of the inner sleeve transmission cam sleeve 9c form an end face cam pair and mesh with the reduction output tooth 2c1. The output two-stage driving gear 9e meshes with the output two-stage driven gear 9h, and the output three-stage driving gear 9i meshes with the output three-stage driven gear 9k.

[0087] The fast gear power transmission route of this embodiment (rotor 72 rotates forward, outer clutch plate bracket 5a and inner clutch plate bracket 5b press each outer friction plate 5p and each inner friction plate 5o):

[0088] Rotor 72 → outer clutch plate bracket 5a → outer friction plates 5p and inner friction plates 5o → inner clutch plate bracket 5b → inner transmission cam sleeve 9c → double-end cam sleeve 9d → output secondary driving gear 9e → output secondary driven gear 9h → intermediate shaft 9j → output tertiary driving gear 9i → output tertiary driven gear 9k → output shaft 9f → drive wheel 9a.

[0089] At this time, the outer ring of the overrunning clutch 2c overtakes the inner ring, and the shift motor 10a controls the inner cone sleeve 5b to separate from the outer cone sleeve 5a, directly switching to the low speed gear. The power is transmitted through the following route, namely the slow gear power transmission route (the rotor 72 rotates forward, the outer clutch plate bracket 5a and the inner clutch plate bracket 5b release the outer friction plates 5p and the inner friction plates 5o):

[0090] Rotor 72 → external clutch plate bracket 5a → reduction first-stage driven gear 2b → reduction shaft 2a → overrunning clutch 2c → power input gear 9b → inner sleeve transmission cam sleeve 9c → double-end face cam sleeve 9d → output second-stage driving gear 9e → output second-stage driven gear 9h → intermediate shaft 9j → output third-stage driving gear 9i → output third-stage driven gear 9k → output shaft 9f → drive wheel 9a.

[0091] Finally, it should be noted that the above description is only a preferred embodiment of the present invention. Under the guidance of the present invention, ordinary technicians in this field can make various similar expressions without violating the purpose and claims of the present invention. Such changes fall within the scope of protection of the present invention.

Claims

1. An electric motorcycle centrally mounted inner core electronically controlled clutch plate intelligent automatic speed change electric drive system, comprising a housing (1) and a drive motor and a speed change system both mounted in the housing (1), the drive motor comprising a stator (73) fixedly mounted on the inner wall of the housing (1) and a rotor (72) adapted to the stator (73), the rotor (72) having a mounting cavity (71) extending through the rotor along its central axis, characterized in that: The speed change system comprises a speed reduction mechanism (2), a power output mechanism (9), a first support shaft (3) and a second support shaft (4) coaxially arranged along the central axis of the installation cavity (71), and a frame clutch plate mechanism arranged on the first support shaft (3); The frame clutch plate mechanism comprises an outer clutch plate bracket (5a) synchronously rotatably mounted on the inner side of the rotor (72) and an inner clutch plate bracket (5b) coaxially arranged on the circumferential inner side of the outer clutch plate bracket (5a); a plurality of outer friction plates (5p) extending radially inwardly are axially slidably mounted on the outer clutch plate bracket (5a); a plurality of inner friction plates (5o) extending radially outwardly are axially slidably mounted on the inner clutch plate bracket (5b); each inner friction plate (5o) and each outer friction plate (5p) are alternately arranged between a fixed pressure plate (5a1) of the outer clutch plate bracket (5a) and a movable pressure plate (5b1) of the inner clutch plate bracket (5b); The first support shaft (3) and the second support shaft (4) can both rotate relative to each other and drive the inner clutch plate bracket (5b) to move axially synchronously therewith. The speed reduction mechanism (2) can reduce the transmission speed between the outer clutch plate bracket (5a) and the power output mechanism (9). The power output mechanism (9) has a driving wheel (9a) located outside the housing (1). An electric-controlled shift mechanism (10) is installed at one end of the first support shaft (3) away from the second support shaft (4). The electric-controlled shift mechanism (10) includes a shift motor (10a) fixedly installed in the housing (1), a transmission member (10b) rotatably installed in the housing (1), an active member (10c) synchronously rotatably mounted on the motor shaft of the shift motor (10a), and a sensor assembly for collecting the output power of the drive motor. The transmission member (10b) is mounted on the first support shaft (3) and together with the first support shaft (3) constitutes a screw-nut motion pair. The active member (10c) is a worm, the transmission member (10b) is a worm wheel, and the worm and worm wheel form a worm-wheel kinematic pair; or, the active member (10c) is a driving gear, the transmission member (10b) is a driven gear, and the driving gear is meshed with the driven gear.

2. The electric motorcycle centrally mounted inner core electronically controlled clutch plate intelligent automatic speed change electric drive system according to claim 1, characterized in that: The inner clutch plate bracket (5b) is fixedly mounted with a transfer synchronous retaining ring (5q) corresponding to each inner friction plate (5o), each transfer synchronous retaining ring (5q) is located on a side of the corresponding inner friction plate (5o) away from the movable pressure plate (5b1), and the outer friction plate (5p) and the inner friction plate (5o) between two adjacent transfer synchronous retaining rings (5q) form a clutch unit. The outer clutch plate bracket (5a) is axially slidably mounted with an outer elastic ring (5r) corresponding to each outer friction plate (5p). , each outer elastic ring (5r) is respectively located on a side of the corresponding outer friction plate (5p) close to the fixed pressure plate (5a1), and is respectively located on the circumferential outer side of the corresponding inner friction plate (5o), a sliding gap (d) is left between the outer friction plate (5p) farthest from the fixed pressure plate (5a1) and the outer clutch plate bracket (5a), and an inner elastic ring (5s) capable of sliding axially along the inner clutch plate bracket (5b) is provided between adjacent inner friction plates (5o), and each inner elastic ring (5s) is respectively located on the circumferential inner side of the corresponding outer friction plate (5p); The inner clutch plate bracket (5b) also includes a clutch plate mounting sleeve (5b2), the movable pressure plate (5b1) is fixedly mounted on the end of the clutch plate mounting sleeve (5b2) away from the fixed pressure plate (5a1), the outer peripheral surface of the clutch plate mounting sleeve (5b2) is processed with multiple external splines (5b21) evenly distributed along its circumference, the inner edges of the inner friction plates (5o) have spline grooves (5o1) that match the splines of each external spline (5b21), and the inner elastic rings (5s) can be axially slidably mounted on each external spline (5b21).

3. The electric motorcycle centrally mounted inner core electronically controlled clutch plate intelligent automatic speed change electric drive system according to claim 2, characterized in that: The outer clutch plate bracket (5a) further includes a sensor bracket (5a3) and a hollow bracket (5a4), wherein the hollow bracket (5a4) is mounted on the circumferential inner side of the rotor (72), and the fixed pressure plate (5a1) and the sensor bracket (5a3) are relatively arranged at two ends of the hollow bracket (5a4), and the fixed pressure plate (5a1), the sensor bracket (5a3) and the hollow bracket (5a4) are fastened together by at least three long bolts (5a5) distributed along the circumference, thereby forming a frame structure. The hollow bracket (5a4) includes a support ring (5a41) in a circular ring structure and at least three extension plates (5a42) uniformly distributed along the circumferential direction, each of the extension plates (5a42) includes a main body (5a421) extending axially toward the fixed pressure plate (5a1) and a flange portion (5a422) extending radially outward from one end of the main body (5a421) away from the support ring (5a41), the outer surface of the main body (5a421) abuts against the inner surface of the rotor (72), and the side surface of the fixed pressure plate (5a1) close to the sensor bracket (5a3) and the adjacent end surface of the rotor (72) clamp the flange portion (5a422) from both sides and lock it by a corresponding long bolt (5a5); A spline guide slot (5a423) extending in the axial direction is formed between adjacent main body portions (5a421); the outer edge of the outer friction plate (5p) is protruded to form a friction plate outer spline (5p1) corresponding to each spline guide slot (5a423); each friction plate outer spline (5p1) can be axially slidably embedded in the corresponding spline guide slot (5a423); the outer edge of each outer elastic ring (5r) is protruded to form an elastic ring outer spline (5r1) corresponding to each spline guide slot (5a423); each elastic ring outer spline (5r1) can be axially slidably embedded in the corresponding spline guide slot (5a423).

4. The electric motorcycle centrally mounted inner core electronically controlled clutch plate intelligent automatic speed change electric drive system according to claim 3, characterized in that: The speed reduction mechanism (2) comprises a speed reduction shaft (2a) parallel to the second support shaft (4), a first-stage speed reduction driven gear (2b) synchronously mounted on the speed reduction shaft (2a), and an overrunning clutch (2c) mounted on the speed reduction shaft (2a); a first-stage speed reduction driving tooth (5a2) meshing with the first-stage speed reduction driven gear (2b) is synchronously mounted on the fixed pressure plate (5a1); and a speed reduction output tooth (2c1) for transmitting power to a power output mechanism (9) is provided on an outer ring of the overrunning clutch (2c); The sensor assembly comprises a torque sensor (10e) mounted on a sensor bracket (5a3), permanent magnets (10d) uniformly distributed along the circumference of the sensor bracket (5a3), and a Hall sensor (10f) mounted in a box (1), wherein the Hall sensor (10f) is adapted to each permanent magnet (10d).

5. The electric motorcycle centrally mounted inner core electronically controlled clutch plate intelligent automatic speed change electric drive system according to claim 4, characterized in that: The power output mechanism (9) includes a power input gear (9b) synchronously rotated on the second support shaft (4), the power input gear (9b) is engaged with the reduction output gear (2c1), and the driving wheel (9a) is synchronously rotated on the part of the second support shaft (4) located outside the box (1).

6. The electric motorcycle centrally mounted inner core electronically controlled clutch plate intelligent automatic speed change electric drive system according to claim 4, characterized in that: The power output mechanism (9) comprises an inner sleeve transmission cam sleeve (9c) and a double-end face cam sleeve (9d) both of which are rotatably mounted on the second support shaft (4), and a power input gear (9b) rotatably mounted on the double-end face cam sleeve (9d). The inner sleeve transmission cam sleeve (9c) is fixedly connected to the inner clutch plate bracket (5b). The end of the second support shaft (4) away from the first support shaft (3) passes through the box body (1) and is mounted with the driving wheel (9a) rotatable relative to the second support shaft. The double-end face cam sleeve (9d) is located between the driving wheel (9a) and the inner sleeve transmission cam sleeve (9c), and forms an end face cam pair with the adjacent end faces of the driving wheel (9a) and the inner sleeve transmission cam sleeve (9c). The power input gear (9b) forms an end face cam pair with the adjacent end faces of the inner sleeve transmission cam sleeve (9c), and meshes with the reduction output gear (2c1).

7. The electric motorcycle centrally mounted inner core electronically controlled clutch plate intelligent automatic speed change electric drive system according to claim 4, characterized in that: The power output mechanism (9) comprises an inner transmission cam sleeve (9c), a double-end cam sleeve (9d), and an output secondary driving gear (9e), all of which are rotatably mounted on the second support shaft (4), a power input gear (9b) rotatably mounted on the double-end cam sleeve (9d), an output shaft (9f) parallel to the second support shaft (4), and an output secondary driven gear (9h) rotating synchronously with the output shaft (9f), wherein the inner transmission cam sleeve (9c) is fixedly connected to the inner clutch plate bracket (5b), and the output shaft (9f) is away from the output secondary driven gear (9h). ) passes through the housing (1) and is fitted with the driving wheel (9a) in a synchronously rotating manner. The double-end face cam sleeve (9d) is located between the output secondary driving gear (9e) and the inner sleeve transmission cam sleeve (9c), and forms an end face cam pair with the adjacent end faces of the output secondary driving gear (9e) and the inner sleeve transmission cam sleeve (9c). The power input gear (9b) and the adjacent end faces of the inner sleeve transmission cam sleeve (9c) form an end face cam pair and mesh with the speed reduction output gear (2c1). The output secondary driving gear (9e) meshes with the output secondary driven gear (9h).

8. The electric motorcycle centrally mounted inner core electronically controlled clutch plate intelligent automatic speed change electric drive system according to claim 4, characterized in that: The power output mechanism (9) comprises an inner transmission cam sleeve (9c) rotatably mounted on the second support shaft (4), a double-end cam sleeve (9d) and an output secondary driving gear (9e), a power input gear (9b) rotatably mounted on the double-end cam sleeve (9d), an output shaft (9f) and an intermediate shaft (9j) both parallel to the second support shaft (4), an output secondary driven gear (9h) and an output tertiary driving gear (9i) both rotating synchronously with the intermediate shaft (9j), and an output tertiary driven gear (9k) rotating synchronously with the output shaft (9f), the inner transmission cam sleeve (9c) being fixedly connected to the inner clutch plate bracket (5b), and the output shaft (9f) being away from the output shaft. One end of the output three-stage driven gear (9k) passes through the housing (1) and is then fitted with the driving wheel (9a) in a synchronously rotating manner. The double-end face cam sleeve (9d) is located between the output two-stage driving gear (9e) and the inner sleeve transmission cam sleeve (9c), and forms an end face cam pair with the adjacent end faces of the output two-stage driving gear (9e) and the inner sleeve transmission cam sleeve (9c). The power input gear (9b) forms an end face cam pair with the adjacent end faces of the inner sleeve transmission cam sleeve (9c), and meshes with the speed reduction output gear (2c1). The output two-stage driving gear (9e) meshes with the output two-stage driven gear (9h), and the output three-stage driving gear (9i) meshes with the output three-stage driven gear (9k).

9. The electric motorcycle centrally mounted inner core electronically controlled clutch plate intelligent automatic speed change electric drive system according to claim 5, characterized in that: The inner circumferential surface of the clutch plate mounting sleeve (5b2) is provided with an inner sleeve pressure plate (5b3) extending radially inward, and the end of the first support shaft (3) close to the second support shaft (4) is provided with an axial pressure plate (3a) extending radially outward, and the adjacent end faces of the first support shaft (3) and the second support shaft (4) are supported on both sides of the same first end face bearing (7), and after the inner sleeve pressure plate (5b3) and the axial pressure plate (3a) are locked by bolts (8), the adjacent end faces of the first support shaft (3) and the second support shaft (4) are pressed onto the first end face bearing (7) from both sides.

10. The electric motorcycle centrally mounted inner core electronically controlled clutch plate intelligent automatic speed change electric drive system according to any one of claims 6 to 8, characterized in that: The inner circumferential surface of the clutch plate mounting sleeve (5b2) is provided with an inner sleeve pressure plate (5b3) extending radially inward, and the end of the inner sleeve transmission cam sleeve (9c) close to the second support shaft (4) is provided with a transmission sleeve pressure plate (9c1) extending radially outward, and the adjacent end faces of the first support shaft (3) and the second support shaft (4) are supported on both sides of the same end face bearing (7), and after the inner sleeve pressure plate (5b3) and the transmission sleeve pressure plate (9c1) are locked by bolts (8), the adjacent end faces of the first support shaft (3) and the second support shaft (4) are pressed against the end face bearing (7) from both sides.

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